EP1016574A2 - Avertissement du conducteur d'un mauvais fonctionnement du freinage dans un système électro - hydraulique - Google Patents

Avertissement du conducteur d'un mauvais fonctionnement du freinage dans un système électro - hydraulique Download PDF

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Publication number
EP1016574A2
EP1016574A2 EP99309548A EP99309548A EP1016574A2 EP 1016574 A2 EP1016574 A2 EP 1016574A2 EP 99309548 A EP99309548 A EP 99309548A EP 99309548 A EP99309548 A EP 99309548A EP 1016574 A2 EP1016574 A2 EP 1016574A2
Authority
EP
European Patent Office
Prior art keywords
braking
driver
pedal
travel
brake
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Withdrawn
Application number
EP99309548A
Other languages
German (de)
English (en)
Other versions
EP1016574A3 (fr
Inventor
James Henton Wilson
Peter Martin
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
ZF International UK Ltd
Original Assignee
Lucas Industries Ltd
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Lucas Industries Ltd filed Critical Lucas Industries Ltd
Publication of EP1016574A2 publication Critical patent/EP1016574A2/fr
Publication of EP1016574A3 publication Critical patent/EP1016574A3/fr
Withdrawn legal-status Critical Current

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/32—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration
    • B60T8/34—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition
    • B60T8/40—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition comprising an additional fluid circuit including fluid pressurising means for modifying the pressure of the braking fluid, e.g. including wheel driven pumps for detecting a speed condition, or pumps which are controlled by means independent of the braking system
    • B60T8/4072—Systems in which a driver input signal is used as a control signal for the additional fluid circuit which is normally used for braking
    • B60T8/4081—Systems with stroke simulating devices for driver input
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/32—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration
    • B60T8/321—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration deceleration
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/32—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration
    • B60T8/88—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration with failure responsive means, i.e. means for detecting and indicating faulty operation of the speed responsive control means

Definitions

  • the present invention is concerned with providing the driver of a vehicle fitted with an electro-hydraulic braking system with a warning of the existence of a braking malfunction condition.
  • a typical EHB system for a vehicle comprises a brake pedal, respective braking devices connected to the vehicle wheels and which are capable of being brought into communication with electronically controlled proportional control valves in order to apply hydraulic fluid under pressure to the braking devices, a hydraulic pump driven by an electric motor, and a high pressure hydraulic pressure accumulator fed by said pump for the provision of hydraulic fluid under pressure which can be passed to the braking devices via the proportional control valves in order to apply hydraulic fluid under pressure to the braking devices in so called "brake by wire” mode in proportion to the driver's braking demand as sensed at the brake pedal.
  • the EHB system is controlled by an electronic controller (ECU).
  • a travel simulator is also provided which is connected hydraulically to a master cylinder coupled to the brake pedal and which allows, by increasing the volume under pressure, the brake pedal to be depressed to an extent comparable with that of conventional systems.
  • the system can adopt a so-called "push-through” mode in which at least the front brakes are controlled directly from the latter master cylinder.
  • it is usual to isolate the travel simulator by the closure of an electronically operated valve, in order to reduce the pedal travel required to apply the desired braking pressure.
  • EHB systems can continue to operate with the existence of a (non-critical) fault condition but without the driver feeling any difference in the pedal behaviour and therefore being unable to detect the fault condition by any change in the "feel" of the system.
  • the normal approach is to illuminate a dashboard warning lamp. However, this may not be noticed by the driver or, it may be noticed, but ignored because its significance is not appreciated.
  • the driver is caused to experience a different to usual travel/force behaviour characteristic through the braking pedal when braking.
  • the driver can experience a different-to-usual braking effect for a given pedal depression. This provides optimum feedback as the driver will have his attention focused on such a different (unusual) pedal behaviour.
  • the modified travel/force behaviour characteristic can be arranged to give the driver a lower deceleration of the vehicle than usual for a given pedal travel, so that the driver has to press the brake pedal harder than usual.
  • the modified travel/force behaviour characteristic can be arranged to give the driver a greater deceleration of the vehicle than usual for a given pedal travel, so that the driver has to press the brake pedal less hard than usual.
  • the driver can also be arranged to experience a strong brakes "jump-in" in the initial range of pedal travel.
  • the modified travel/force behaviour characteristic can be arranged deliberately to induce oscillations in the brake pressure so as to create audible noise and/or vibrations in the vehicle chassis to produce driver discomfort.
  • the level of discomfort can be arranged to be increased if the fault continues to be ignored over time.
  • the modified travel/force behaviour characteristic is constrained to lie within a boundary limited by the maximum pedal travel (S max ) and maximum braking pressure (P max ) allowable by the system under normal braking conditions.
  • the responsibility for changing the pedal behaviour in dependence on a fault condition can be borne by a control logic which can be implemented in the electronic control unit(s) of the system. This has the advantage that an intervention in the system hardware is not required.
  • the modified characteristic would not be obtained by alteration of the pedal simulator circuit, although it could in principle, but is achieved rather by modified control of actuating valves/solenoids by the CPU within the system which determines the overall braking effect for a given pedal displacement, including for example the proportional solenoid control valves 14.
  • the illustrated EHB system comprises a brake pedal 10 with an associated sensor 12 for the acquisition of the driver's braking demand.
  • the driver's demand is transferred to an electronic control unit (ECU1/ECU2) 13, evaluated there, and used as the source for the generation of electrical control signals for proportional solenoid control valves 14a, 14b, 14c, 14d, a hydraulic pump 16, wheel brakes 18a, 18b of one axle supplied with hydraulic fluid by electrically actuated brake channels 20a, 20b and wheel brakes 18c, 18d of the other axle supplied by electrically actuated channels 20c, 20d.
  • Hydraulic fluid for the system is stored in a reservoir 21.
  • brake pressure modulation in the electrically actuated brake channels 20a, 20b, 20c, 20d is effected in a known ("brake-by-wire") manner by means of the proportional solenoid control valves 14a, 14b, 14c and 14d, the brake pressure being provided by a pressure accumulator/reservoir 22 whose pressure is maintained by the pump 16 operated by an electric motor 18.
  • the accumulator/reservoir 22 can be selectively isolated by a solenoid operated valve 40.
  • Pressure sensors 24a and 24b monitor the hydraulic pressure at the wheel brakes 18a, 18b of the front axle and pressure sensors 24c and 24d monitor the hydraulic pressure at the wheel brakes 18c, 18d of rear axle. Further pressure sensors 26, 28 monitor the pressure within push-through circuits 27a, 27b for the right and left front wheel brakes and a pressure sensor 30 monitors the supply pressure in the circuit of pump 16. Respective solenoids 29 and 31 enable the brake channels 20a, 20b and 20c, 20d to be coupled together.
  • the push-through circuits 27a, 27b include respective solenoid controlled valves 32a, 32b to enable these circuits to be closed (open-circuited) during normal brake-by-wire operation.
  • the push-through arrangement includes a master-cylinder 34 coupled to the brake pedal 10 and to the circuits 27a, 27b, the master cylinder enabling the front brakes to be actuated manually in the event of failure of the brake-by-wire system.
  • a solenoid operated valve 36 is Coupled to the circuit 27b via a solenoid operated valve 36 which is activated hydraulically by master-cylinder pressure to give "feel" to the driver during operation of the brakes in brake-by-wire mode.
  • the connection between the master cylinder 34 and the travel simulator 38 is controllable by the electrically operated valve 36, so that unnecessary pedal travel can be avoided during manual actuation by closure of this valve.
  • the EHB system described this far is already known.
  • the system is controlled by means of the electronic control units ECU1 and ECU2 which are in communication via a CAN bus.
  • the travel s and/or force F resulting from an actuation of the brake pedal 10 is/are sensed by the sensor means 12.
  • the brake pressure p which, on an actuation of the brake pedal, is generated in the master cylinder 34, is sensed by the sensor means 26, 28.
  • valves 32a, 32b are closed and the valve 36 is opened so that, on an actuation of the brake pedal 10, the pedal simulator 38 is actuated for giving the driver a similar pedal feel as on a conventional braking system.
  • the signals from the sensor means 12, 26, 28 are evaluated within the electronic control unit(s) to determine the driver's braking demand.
  • the electronic control unit(s) control(s) the valves 14a to 14d, valve 40 and the pump unit 16, 18 for modulating the brake pressure in the wheel brakes 18a to 18d in dependence on the driver's braking demand.
  • the brake pressure in the wheel brakes 18 a to 18d is sensed by the sensor means 24a to 24d in each case.
  • Fig. 2 shows a series of brake pressure (p) versus pedal travel (s) characteristic curves for different pedal behaviours.
  • the thicker curve X represents the (normal) pedal characteristic when there is no fault condition in the system. Starting from the origin point of the axis system, the curve X increases progressively until reaching the maximum point S max /P max , where S max is the maximum possible pedal travel and P max is the corresponding maximum brake pressure.
  • any one of a plurality of possible pedal behaviours can be generated by the electronic control unit(s) within the range of the rectangle defined by S max and P max in accordance with control techniques, well known per se.
  • Curve A gives the driver the feeling of a so-called "long pedal”. It runs continuously below the thick curve X and rises steeply in the end range of the pedal travel to meet the criteria of reaching the maximum point S max /P max . According to this behaviour, the driver will notice a lower deceleration of the vehicle than usual, so he has to step on the brake pedal more. Also, he has to put a greater force on the brake pedal, for reaching the desired deceleration.
  • Curve B gives the driver the feeling of a so-called "short pedal". It runs continuously above the thick curve X and rises less steeply in the end range of the pedal travel to end in the maximum point S max /P max . According to this behaviour, the driver will notice a greater deceleration of the vehicle than usual, so he has to reduce the brake pedal actuation for achieving the desired deceleration.
  • Curve C also gives the driver the feeling of a "short pedal” but it has additionally a strong "jump-in” in the initial range of the pedal travel. This will produce a pitching motion of the vehicle when actuating the brake pedal which is not comfortable for the driver and which causes him to go to a garage for checking the braking system.
  • Curve D gives the driver the feeling of a "very short pedal”. It produces a very high deceleration of the vehicle and also shortens the pedal travel since the maximum point S max /P max is shifted nearer to the brake pressure (p) axis.
  • the above described invention is concerned only with fault conditions which are not safety critical and in which the EHB braking mode can be maintained.
  • this could be a fault of one pressure sensor means 26 or 28, which are redundant.
  • the system is arranged to be switched into the already known so-called "push-through" mode by opening the valves 32a, 32b and closing valve 36 so that the pressure generated in the master cylinder 34 directly hydraulically acts on the wheel brakes 18a, 18b of one axle of the vehicle.
  • Fig. 3 is a flow diagram showing one possible system embodying the present invention.
  • the driver demand resulting from a given pedal depression is sensed and noted at 40 and the "normal" brake pressure corresponding to that sensed driver demand is calculated at 42.
  • Monitoring devices/means are included within the system as a whole to provide signals which can be checked to determine whether a fault exists within the system and whether this is a critical or non-critical fault. If a non-critical fault falling within a specified category is present, this is determined at 44.
  • a procedure is initiated at 48 to modify the brake pressure in accordance with a predetermined different-to-normal characteristic, such as one of those described hereinbefore, whereby the driver is caused to notice that, although it is still operating, something is abnormal in the braking system and that checks need to be made.

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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Physics & Mathematics (AREA)
  • Fluid Mechanics (AREA)
  • Valves And Accessory Devices For Braking Systems (AREA)
  • Regulating Braking Force (AREA)
EP99309548A 1998-12-31 1999-11-29 Avertissement du conducteur d'un mauvais fonctionnement du freinage dans un système électro - hydraulique Withdrawn EP1016574A3 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
GB9828825A GB2345322B (en) 1998-12-31 1998-12-31 Driver warning of braking malfunction in electro-hydraulic (EHB) braking systems
GB9828825 1998-12-31

Publications (2)

Publication Number Publication Date
EP1016574A2 true EP1016574A2 (fr) 2000-07-05
EP1016574A3 EP1016574A3 (fr) 2002-01-30

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EP99309548A Withdrawn EP1016574A3 (fr) 1998-12-31 1999-11-29 Avertissement du conducteur d'un mauvais fonctionnement du freinage dans un système électro - hydraulique

Country Status (3)

Country Link
US (1) US6398319B1 (fr)
EP (1) EP1016574A3 (fr)
GB (1) GB2345322B (fr)

Cited By (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP1219519A1 (fr) * 2000-12-15 2002-07-03 Toyota Jidosha Kabushiki Kaisha Dispositif et méthode de contrôle de freinage pour un véhicule
EP1138564A3 (fr) * 2000-03-29 2003-08-13 Bayerische Motoren Werke Aktiengesellschaft Système de freinage électromécanique de véhicule
EP1995436A1 (fr) * 2007-05-25 2008-11-26 MAGNETI MARELLI POWERTRAIN S.p.A. Procédé de contrôle d'un véhicule motorisé provoquant en cas de panne un fonctionnement dudit véhicule en puissance reduite
EP1916167A3 (fr) * 2006-10-27 2010-04-28 Hitachi, Ltd. Dispositif de contrôle de freinage
GB2489086A (en) * 2011-03-17 2012-09-19 Porsche Ag Brake pedal with a variable force/travel pedal characteristic curve selected from a number of curves stored in a memory device
CN110015285A (zh) * 2017-12-22 2019-07-16 罗伯特·博世有限公司 车辆制动系统及其操作方法
EP4056434A1 (fr) * 2021-03-09 2022-09-14 KNORR-BREMSE Systeme für Nutzfahrzeuge GmbH Procédé permettant de définir au moins une courbe caractéristique d'un système de freinage commandé par fluide sous pression d'un véhicule

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CN112706727B (zh) * 2021-01-11 2021-11-05 南京航空航天大学 一种变踏板位移-制动力特性的制动系统及其控制方法
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Cited By (13)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP1138564A3 (fr) * 2000-03-29 2003-08-13 Bayerische Motoren Werke Aktiengesellschaft Système de freinage électromécanique de véhicule
EP1219519A1 (fr) * 2000-12-15 2002-07-03 Toyota Jidosha Kabushiki Kaisha Dispositif et méthode de contrôle de freinage pour un véhicule
US6572200B2 (en) 2000-12-15 2003-06-03 Toyota Jidosha Kabushiki Kaisha Vehicle brake control system and method
KR100456644B1 (ko) * 2000-12-15 2004-11-10 도요타지도샤가부시키가이샤 차량의 제동 제어 장치
EP1916167A3 (fr) * 2006-10-27 2010-04-28 Hitachi, Ltd. Dispositif de contrôle de freinage
EP1995436A1 (fr) * 2007-05-25 2008-11-26 MAGNETI MARELLI POWERTRAIN S.p.A. Procédé de contrôle d'un véhicule motorisé provoquant en cas de panne un fonctionnement dudit véhicule en puissance reduite
GB2489086A (en) * 2011-03-17 2012-09-19 Porsche Ag Brake pedal with a variable force/travel pedal characteristic curve selected from a number of curves stored in a memory device
GB2489086B (en) * 2011-03-17 2013-07-24 Porsche Ag Brake device and braking method for a motor vehicle
US8655566B2 (en) 2011-03-17 2014-02-18 Dr. Ing. H.C.F. Porsche Aktiengesellschaft Brake device and braking method for a motor vehicle
CN110015285A (zh) * 2017-12-22 2019-07-16 罗伯特·博世有限公司 车辆制动系统及其操作方法
CN110015285B (zh) * 2017-12-22 2022-11-29 罗伯特·博世有限公司 车辆制动系统及其操作方法
EP4056434A1 (fr) * 2021-03-09 2022-09-14 KNORR-BREMSE Systeme für Nutzfahrzeuge GmbH Procédé permettant de définir au moins une courbe caractéristique d'un système de freinage commandé par fluide sous pression d'un véhicule
US11926307B2 (en) 2021-03-09 2024-03-12 Knorr-Bremse Systeme Fuer Nutzfahrzeuge Gmbh Method for defining at least one characteristic curve of a pressure-medium-actuated brake system of a vehicle

Also Published As

Publication number Publication date
GB2345322B (en) 2002-12-11
GB9828825D0 (en) 1999-02-17
EP1016574A3 (fr) 2002-01-30
GB2345322A (en) 2000-07-05
US6398319B1 (en) 2002-06-04

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